Automobile transmission mechanism.



M. 0. REEVES. AUTOMOBILE TRANSMISSION MBGHANISM.

APPLICATION IILED 00T.19, 1907. Patented Nov. 24

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M. O. REEVES. AUTOMOBILE TRANSMISSION MECHANISM.

APPLICATION FILED 00T. 19, 1907- 904,723. Patented Now/124, 1908.

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M. 0. REEVES. AUTOMOBILE TRANSMISSION MEGHANISM.

APPLICATION FILED 00T. 19, 190 904,723. 7 Patented Nov. 24, 190s.

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UNITED STATES PAIAENT OFFICE.

MILTON O. REEVES, OF COLUMBUS, IDIANA, ASSIGNOR TO REEVES PULLEY COMPANY, OF COLUMBUS, INDIANA, A CORPORATION OF INDIANA.

AUTOMOBILE TRANSMISSION MECHANISM.

Specification of Letters Patent.

Application filed October 19, 1907.

Patented Nov. 24, 1908.

Serial No. 898,234.

To all whom it may concern:

t which will be properly frictionally coper- Be it known that I, Mii/rox ltunvns, a j ative with the larger metallic wheels to be citizen of the United States, residing at Columbus, in the county of Bartholomew and State of Indiana, have invented certain new and useful Improvements in Automobile Transmission Mechanism, of which the following is a specification.

The object of my invention is to produce a simple yet etlicient driving mechanism for the traction wheels of motor vehicles. The accompanying drawings illustrate my invention.

Figure l is a side elevation of a chassis embodying my invention; Fig. 2 a plan thereof; Fig. 3 a side elevation on an enlarged scale of the engine shaft, jack shaft, the cooperating friction wheels carried thereby, the reversing friction wheel, brakes, and adjacent parts; Fig. et a rear elevation of the parts shown in Fig. 3; Fig. 5 a section on line of Fig. 3 with the parts in the high speed position, and Fig. G a view similar to Fig. 5 with the parts in low speed position.

In the drawings l0 indicates a suitable supporting frame of any desired construction supported in any desired manner upon the front axle ll and rear axle 1Q, such support, in the drawings, being shown as ordinary side bar springs 13 which are clipped on the rear axle so as to slide longitudinally. Pivotally mounted upon the front axle are the steering wheel spindles let, le carrying the steering wheels l5, 15 in the usual well known manner.

Journaled upon the outer ends of the rear axle 1Q are the traction wheels 1G and 17 provided with sprocket wheels 1S and lt) rcspeetively.

The engine Q0 is supported in any suitable manner upon frame l0 and its shaft 2l is projected beyond each side of the engine. Keyed to the opposite ends of vshaft '2l are the friction wheels 22 and i3, which wheels are hollow and adapted to receive therein the smaller friction wheels Q4 and 25 respectively` said wheels Q4 and being splined upon the hubs of their respective wheels 22 and 23 so that they may be shifted into or out of said wheels. As the wheels 2Q, 23, 2e and 25 are the smaller wheels of the driving trains, I prefer to make them of a material described, and in practice I have found that these wheels may be satisfactorily made of paper in the manner of ordinary paper frietion pulleys.

The wheels Q-t and Q5 are provided with shifting` collars 26 and 27, respectively, adapted to be engaged by the shifting levers QS and 29, respectively. These levers are connected by links 30 and 3l respectively with crank arms and 33, respectively, carried by a rock shaft 34 ournaled in the forward end of frame l() and provided with a cross arm b5 to the opposite ends of which are connected the footpedals 36 and 37, which operate upon the rock shaft in opposite directions.

Connected to the pulley 22 by a suitable ratchet connection l() is a sprocket wheel stl connected by a chain 42 with a sprocket wheel #i3 provided with a crank arm 44 by means of which the engine may be formed integral with the fly wheel @L5 and, for convenience in replacing the paper friction elements, each of these pulleys is built up in the usual well known manner of an annulus of hard paper stock held in place by a removable ring 4G. Shaft '21 is preferably provided with out-board bearings 47, 47 mounted upon the frame l0.

Arranged to cooperate with pulleys 22 and Q4 is a step pulley 50 having a highspeed-step 5l and a larger low-speed-step 59. This pulley may be conveniently formed of an aluminum casting bolted to a collar 55% secured, by brazing or otherwise, to a tubular shaft Bil sleeved upon the shaft said shaft passing entirely through the tube 54: and normally held against withdrawal by means of a bolt 56, the head of which lies outside of a sprocket wheel 57 keyed to the outer end of tube oit. Tubular shaft 54e passes through a bearing box 58 provided with an ear 59 to which is pivotally connected one end ot' a link (30, the opposite end of said link being attached to one arm of a bell crank lever (il pivotcd at (S2 te the bracket 10S of the adjacent out-board bearing 47.

Keyed upon shaft 55, and abutting againstthe inner end of tubular shaft 54, is a collar cranked. IVheel Q3 may be conveniently like collar Bolted to collar 65 is a stepped friction pulley 66, like pulley 50 t rnd n effe pulleys 28 and 25 respectively. Shaft 55 passes through a bearing block 69 like the bearing block 58 and said bearingblock is provided with an ear 70 to which is pivoted one end of a link 71, the opposite end being pivoted to one arin of a bell crank lever 72 pivoted at 73 to the bracket 108 of the adjacent out-board bearing 47. The bearing blocks 58 and 69 are each provided with a stud or boss 74C to which is secured one end of a distance rod 75 pivoted at its forward :end 7i6ito fnafie3 10 l Untceiiiiliigg g: frrenn :tile i' ilmwiarlillfy e admitting; arniiss 3d tlhef timleell(:rnajiil-:lwesss i6 lzniall wiliiiinl lares ialiile; iar 3l iiiiils: :777 ,777' :hle n' iwaa df Eeifelsofl vnll'icibilaree icmnieetedot azrnuis 783,765 carried bpfy aa icul: s nuff@y 75) jtiiiiiiizl'eed iii: lfaiinecl-1llainlf p 'rovlileell att niet smid milita; feiiiittrbliiigg' lem/'ei E561) liaaviigg :u fdietit; 53.1 amliiqneell toi eiggiggee ai seegneit; E812 mari-sell :by rnanee 1.02 ori thee seal iniemibbej (Stimmen liiii fubltte'd lliiiees iiii lfli.; Il); micuuitcelt. iipzmli trainer 1li.

,LILA un t the other of the sinall paper pulleys on the engine shaft would be far from satisfactory and the wheels would probably quickly wear iitrolliii'ilxlexttr. 10h11 hleecbtiee; hield, .fl laines- :lilllltz' ilil et: 'i s: ulrnwilel' ital :oezfietioi `Witt] u miei ocrlheeoitlaev dt ztlui net'all'n'nleeefls 551) t6 weeilidli met ileefailzillatorill; nieta/il;icttig' iiLlia; s isilzisflizc tong 'l f'detdoiel l( iiliiiii'iigigg icaiiitiat 1an? ',lile l :anna me ttfil, f ll i( @Llera t: l xwe'eomn 21 this fditl-icnill'tj; tliertlc'o'eg, [lmaee lpmidlfed iastepgllaek iililllei :cwnlilii'sibjuf larloers tceipljlliaclrlbcel Lto conste rwth: ttes lovwljeleeeb step; 552 :efuluililefy s @t, aziifd lanteetzl ftepliibll,uaulirltcet it: contati, with] Liilei ililapleerpliililee'y 222, liilia'bllfy rt 21 het oitilerfs isillee :6 il he( feiggl'iae: l licmi'mleizisseeppileeli iolle'r )lai/inleg; 1; i lil egoei: se@ l 02E tatljizpztc'i l1 03| :oe

inheemse eu For an emergency brake I inount beneath he fly Wheel 15 a brake strap 95, the foridler were provided its coaction with one or l tOlC unitair aitaldofl ttles stlaffi 515 aiid hlissslhieaiilrj troutai'iilaiialil rar ecotiiieeteell iztottiee'ri fr'etvarrd 0.

iiiitlittlaliastz=altering, irrlwr" f W li M21; tra si i figc/Qi;

W- ,..c., o. c ioveinent of the vided with a foot lever 112. n bri, lrlsef e controlling le- The operation is as follows: The engine is Ver caused to operate in the direction indicated 45 Secllred to the Outer encl of shaft 55 is a by the arrows in the several figures, and un- 110 Sprocket Wheel 87 like Sp1 locket wheel 57, der nornial conditions, with lever 80 turned and Connected by a Sprocl( at chain 88 with back to the position shown by the line X in l the @rocket Wheel 19 to th e traction wheel F ig. 1, there is no frictional engagement be- 17 lsproclet Wheel 57 ls connected by a tween the pulleys of the engine shaft and the 50 Spocket Chain 89 with the sprocket wheel pulleys of the compound jack shaft. If low 18 of the traction Whepl 16 speed is desired, the operator will press upon ln Order to pmvldev ,L Cla eap yet efficient the foot lever 37 and this will rock the shaft brake for th@ Structure l Suspend beneath 3l forward lso as to draw forward on links the loW Speed Steps 52 EIncl 68 of the fric- 30 and swing the bell crank levers 28 and 29 il 55 tion Wheels 50 .md 66 eww l l u n M1: actively a brake iii opposite directions froin the position band 90 the Opposite ends( if which are seshown in Fig. 2, so as to pull the Wheels 24 ff Cured t) Cross bars femm vpart of the t vv m i' and 25 from the politicus shown in Fir fn L l n L n raine 10. For convenience in adjustment, the positions shown in F ig. 6, wher e* sind etc., l prefer to provide the rear end of each pulleys are in aliiieinent with the larg ,3W P 60 band with a threaded stein 91 passing speed steps 52 and 68 respectively, D t le 120 through the bracket 92 and held in place by wheels 60 and 66. Thereupon the op fl, `Ol *i* d ,w .,M l l i L l if k;Y 1.1 11' .w E ui fr we Alu. ,u fauyuntui wenig mail .laila y iliftlli'ggflculifirgleli'tlf ,timmer ttlaf 1 1heeblrnlrcbhaiil ment with the pulleys Q4 and 25, respectively, as shown in Fig. 6. The pulleys 2l and 25 are so proportioned with relation to their coacting steps 52 and GS respectively, that said steps will come into engagement with said pulleys before the high speed steps 5l and (3T can engage pulleys 22 and 23 respectively` as clearly shown in Fig. t3. In practice the proportion between pulleys Q2 and Q-ldiffers from the proportion between steps 5l and 52 by an amount substantially equal to the expected wear of pulley 24, so that even though it may wear to its smallest diameter it will still prevent engagement between pulley 22 and step l so long as the pulley Q-l is extended in the position shown in Fig.

lith the parts in driving engagement, as shown in Fig. (l, there will be a forward movement of the carriage and the speed can be regulated to some slight extent by a slight adjustment of the controlling lever S0 so as to increase or diminish to some extent the frictional engagementbetween the pulleys. The principal speed variation, however, will be accomplished, as is now quite common in the art, by a` proper manipulation of the throttle valve and spark timer of the engine *2O where said engine is of any internal combustion type, as is probably the most. desirable.

lhen a higher speed is desired, the operator has merely to depress lever 36 whereupon, without stopping the parts, pulleys 24 and 25 are nested into their corresponding pulleys 22 and 23 and the operator, by a slight movement of lever S0 to the position shown in full lines in Fig. l, may bring the high speed steps 5l and GT into frictional engagement with the pulleys 2l and 23 respectively.

Then a stop is desired lever SO will be thrown to the position Z, in F ig. l. This movement of the controlling lever withdraws the jack shaft away from the engine shaft so as to separate the driving train and throws the low speed steps 52 and G8 of pulleys 50 and 6G respectively down into the brake straps 90 with as much or as little force as may be desired.

lf for any reason a sudden stop is desired, the frictional engagement of the driving train will be maintained and the operator, by pressing upon foot lever 9S will bring the brake strap 95 into engagement with the fly wheel 45.

ln the forward driving of the machine at either speed it will be noticed that, while the engine shaft is a single shaft and the friction wheels carried thereby rotate together at the two sides of the machine, yet the jack shaft is a composite shaft comprising the main shaft and the tubular shaft 5l, and that these two parts are connected respectively to the traction wheels 1T and 1G so that, in turning corners the difference in travel of the traction wheels is compensated by greater or less slippage in the frietional driving ltrain of that wheel.

Under all conditions there is more or less slippage in a frictional driving train, and the slightly greater slippage due to turning of corners is practically a negligible quantity, so far as wear is concerned, and by actual practice has been found to be entirely satisfactory so far as the corner turning qualities of the machine are concerned.

ln order to reverse, the operator has merely to throw lever S0 to the point X in Fig. l without regard to whether pulleys Qt and are nested within or lying outside of their respective pulleys and Q3, and then to press upon foot lever 4Q, whereupon the stepped reversing idlers 100-101 and 102-103 are brought into frictional engagement with the driving train, as already described, there being a metal step of the idler in engagement with the paper member of the driving train and the paper step of the idler in engagement with the metal member of the driving train, so as to insure satisfactory frietional driving conditions and a reversal of movement of the traction wheels.

By nesting the friction wheels on the engine shaft I am able to get comparatively wide friction wheels within minimum space and by the movement of the one member of the train. Of course this mo *able member might be shifted in the opposite direction and thus avoid the nesting of that member within another member of the train but such an arrangement would require greater width of frame work and correspondingly increased overhang of the engine shaft, which would be undesirable.

l claim as my invention:

l. A driving train comprising two shafts, a pair of driving elements on the first of said shafts one larger than the other, a pair of corresponding driving elements on the second shaft one larger than the other, and means for shifting one of the driving elements of the second shaft into and out of cooperative alinement with its corresponding element of the first shaft, the proportion between the several elements being such that, when said shiftable element is in cooperative alinement and driving engagement with its cooperating element, the other pair of elements cannot be brought into driving engagement though in cooperative alinement.

2. A driving train comprising two substantially parallel shafts one transversely movable relative to the other, a pair of driving` elements on the tirst of said shafts one larger than the other, a pair of corresponding driving elements on the second of said shafts one larger than the other, and means for shifting one of the driving elements of the second shaft into and out of eoperative alinement with its corresponding element of the first shaft, the proportion between the several elements being such that, when said shiftable element is in coperative alinement and driving engagement with its coperative element, the other pair of elements cannot be brought into driving engagement though in coperative alinement.

3. In a motor vehicle, a driving train comprising a pair of shafts, two friction wheels of different sizes on the first of said shafts, two coperative friction wheels on the second of said shafts, means for shifting one of said wheels of the second shaft axially into and out of coperative alinement with the corresponding wheel of the first shaft, the proportions between the wheels being such that, when said shiftable wheel is in coperative alinement and driving engagement with its coperating wheel, there can be no driving engagement between the other pair of wheels though in coperative alinement.

4. A driving train comprising a pair of substantially parallel shafts, one transversely movable toward the other, two friction wheels of different sizes on the first of said shafts, two coperative friction wheels on the second of said shafts, means for shifting one of said wheels of the second shaft axially into and out of coperative alinement with the corresponding wheel of the first shaft, the proportions between the wheels being' such that, when said shiftable wheel is in coperative alinement and driving engagement with its coperating wheel, there can be no driving engagement between the other pair of wheels though in coperative alinement.

5. A driving train comprising a pair of friction wheels of dierent materials, a reversing idler adapted to form a driving connection between said friction wheels, said reversing idler comprising a pair of coaxial portions each of a material corresponding to the material of one of the first mentioned friction wheels, and means for throwing said idler into and out of frictional engagement with said friction wheels, the materials of the portions of the idler being reversed relative to the materials of the friction wheels.

(i. A driving train comprising a friction wheel having a metallic face, a friction wheel having a non-metallic face, and an intermediate friction wheel having coaxial metallic and non-metallic friction faces, the nonmetallic friction face of the idler engaging the metallic friction faced wheel and the metallic friction face of the idler engaging the non-metallic friction faced wheel.

7. A driving train comprising a pair of shafts, a stepped metallic friction wheel on one of said shafts, a pair of coperating nonmetallic friction wheels on the other shaft, and means for shift-ing one of said nonmetallic wheels axially into and out of cooperative alinement with one of the steps of the metallic friction wheel, the proportions between the several wheels being such that, when the shiftable wheel is in coperative alinement and driving engagement with its coperating wheel, the other wheels cannot be brought into driving engagement although in coperative alinement.

8. A driving train comprising a pair of substantially parallel shafts, one movable transversely relative to the other, a stepped metallic friction wheel on one of said shafts, a pair of coperating non-metallic friction wheels on the other shaft, and means for shift-ing one of said non-metallic wheels axially into and out of coperative alinement with one of the steps of the metallic friction wheel, the proportions between the several wheels being such that, when the shiftable wheel is in coperative alinement and driving engagement with its coperating wheel the other wheels cannot be brought into driving engagement although in cooperative alinement.

9. A driving train comprising a pair of shafts, a stepped metallic friction wheel on one of said shafts, a pair of coperating nonmetallic friction wheels on the' other shaft, and means for shifting one of said nonmetallic wheels axially into and out of cooperative alinement with one of the steps of the metallic friction wheel and correspondingly out of and into the interior of the other non-metallic wheel, the proportions between the several wheels being such that, when the shiftable wheel is in coperative alinement and driving engagement with its coperating ating wheel the other wheels cannot be brought into driving engagement although in coperative alinement.

l0. A driving train comprising a pair of substantially parallel shafts, one movable transversely relative to the other, a stepped metallic friction wheel on one of said shafts, a pair of coperating non-metallic friction wheels on the other shaft, and means for shifting one of said non-metallic wheels axially into and out of coperative alinement with one of the steps of the metallic friction wheel and correspondingly out of and into the interior of the other non-metallic wheel, the proportions between the several wheels being such that, when the shiftable wheel is in coperative alinement and driving engagement with its coperating wheel, `the other wheels cannot be brought into driving engagement although in coperative alinement.

ll. In a motor vehicle, a power shaft, a pair of friction wheels carried thereby, a substantially parallel transversely movable jack-shaft, a pair of friction wheels carried by the jack-shaft and adapted to simultaneously engage the pair of friction wheels of the power shaft and one of said friction wheels of the jack-shaft being independently journaled thereon, a pair of independent traction wheels, and a driving connection between each traction wheel and one of the friction wheels of the jack-shaft.

l2. In a motor vehicle, a pair of independent traction wheels, a jack-shaft, a pair of stepped friction wheels carried thereby, one of said stepped friction wheels being independently journaled on the jack-shaft, a

, t driving connection between each tractlonl wheel and one of the stepped friction wheels of the jack-shaft, a power shaft, two pairs of friction wheels rotatably secured to said power shaft and one wheel of each said last mentioned pairs axially shiftable into and out of cooperative alinement with its step of the corresponding jack-shaft friction wheel, the relative sizes of the cooperative friction wheels being such that, when the shiftable wheel is in cooperative alinement and driving engagement with the step of its coperating jack-shaft-wheel, the other powershaft-wheel cannot drivingly engage its step of the corresponding jack-shaft-wheel, means for sin'iultaneously and correspondingly shifting the shiftable wheels of the power shaft, and means for transversely shifting the jack shaft.

13. ln a motor vehicle, a pair of independent traction wheels, a jack-shaft, a pair of stepped friction wheels carried thereby, one of said stepped friction wheels being independently journaled on the jack shaft, a driving' connection between each traction wheel and one of the stepped friction wheels of the jack-shaft, a power shaft, two pairs of friction wheels rotatably secured to said power shaft and one wheel of each said last-mentioned pairs axially shiftable into and out of cooperative alinement with its step of the corresponding jack shaft friction wheel and out of and into the interior of its companion power-shaft-wheel, the relative sizes of the cooperative friction wheels being such that, when the shiftable wheel is in cooperative alinement and driving engagement with the step of its coperating jack-shaft-wheel, the other powershaft-wheel cannot drivingly engage its step of the corresponding jack-shaft-wheel, means for simultaneously and correspondingly shifting the shiftable wheels of the power shaft, and means for transversely shifting the jack shaft.

14. A driving train comprising two shafts, a pair of driving' elements on the first of said shafts one larger than the other, a pair of corresponding' driving elements on the second shaft one smaller than the other and nested in said other, and means for shifting said smaller element out of and into nestment with the larger element and correspondingly into and out of coperative alinement with its correspondingelement of the first shaft, the proportion between the several elements being such that, when said shiftable element is in cooperative alinement and driving engagement with its eooperative element. the other pair of elements cannot be brought into driving engagement though in cooperative alinement.

l5. A driving train comprising two substantially parallel shafts one'transversely movable relative to the other, a pair of driving elements on the first shaft one larger than the other, a pair of corresponding driving elements on the second shaft one smaller than the other and nested in said other, and means for shifting said smaller element out of and into nestment with the larger element and correspondingly into and out of coperative alinement with its corresponding element of the first shaft, the proportion between the several elements being such that, when said shiftable element is in cooperative alinement and driving engagement with its cooperative element, the other pair of elements cannot be brought into driving engagement though in cooperative alinement.

1G. l driving train comprising a pair of shafts, two friction wheels of different size on the firstof said shafts, two coperative friction wheels on the second of said shafts one smaller than the other and nestable therein, and means for shifting said smaller wheel out of and into nestment into and ont, of cooperative alinementV with the corresponding' wheel of the first shaft, the proportions between the wheels being such that, when said shiftable wheel is in cooperative alinement and driving engagement with its cooperating wheel, there can be no driving engagement between the other pair of wheels though in cooperative alinement.

17. A driving train comprising a pair of substantially parallel shafts, one transversely movable toward the other, two frietion wheels of different size on the first of said shafts, two cooperative friction wheels on the second of said shafts one smaller than the other and nestable therein, and means for shifting said smaller wheel ont of and into nestment into and out of cooperativo alinement with the corresponding wheel of the first shaft, the proportions between the wheels being such that, when said shiftable wheel is in coperative alinement and driving engagement with its cooperating wheel, there can be no driving engagement between the other pair of wheels though in coperative alinement.

1S. In a motor vehicle, a pair of independent t 'action wheels, a jack-shaft carry- `ing a pair of stepped metallic-faced friction wheels one of said stepped-friction wheels being independently journaled on the jack-shaft, a driving connection between each traction wheel and one of the steppedfriction wheels of the jack-shaft, a power shaft, two pairs of non-metallic faced friction wheels rotatably secured to said power shaft and one wheel of each of said last mentioned pairs axially shiftable into and out of cooperative alinement with its step of the corresponding jack-shaft friction wheel, the relative sizes of the cooperative friction wheels being such that, when the shiftable wheel is in cooperative alinement and driving` engagement with the step of its coperative jack-shaft wheel, the other power-shaft wheel cannot be in driving engagement with its step of the corresponding jaclrshaft wheel, means for simultaneously and correspondingly shifting the shiftable wheels of the power-shaft, and means for transversely shifting the jack-shaft.

19. ln a motor vehicle, a pair of independent traction wheels, a jack-shaft, a pair of stepped metallic-faced friction wheels carried by the jack-shaft and one of said stepped-friction wheels being independently journaled on the jack-shaft, a driving connection between each traction wheel and one of the stepped-friction wheels of the jackshaft, a power shaft, two pairs of non-metallic faced friction wheels rotatably secured to said power shaft and one wheel of each of said last mentioned pairs axially shiftable into and out of cooperative alinement wit-h its step of the corresponding ack-shaft friction wheel and out of and into the interior of its companion power-shaft-wheel, the relative sizes of the cooperative friction wheels being such that, when the shiftable wheel is in cooperative alinement and driving engagement with the step of its cooperative jack-shaft wheel, the other power-shaft wheel cannot be in driving engagement with its step of the corresponding jaclrshaft wheel, means for simultaneously and correspondingly shifting the shiftable wheels of the power-shaft, and means for transversely shifting the ach-shaft.

20. In a motor vehicle, a pair of independent traction wheels, a jack-shaft, a pair of stepped friction wheels carried thereby, one of said stepped friction wheels being independently journaled on the jack-shaft, a driving connection between each traction wheel and one of the steeped friction wheels of the jack-shaft, a power shaft, two pairs of friction wheels rotatably secured to said-power shaft and one wheel of each of said last mentioned pair axially shiftable into and out of cooperative alinement with its step of the corresponding jack-shaft wheel, the relative sizes of the cooperative friction wheels being such that, when the shiftable wheel is in cooperative alinement and driving engagement with the step of its cooperating jack-wheel, the other power-shaft-wheel cannot drivingly engage its step of the corresponding jack-shaft-wheel, means for simultaneously and correspondingly shifting the shiftable wheels of the power shaft, means for transversely shifting the jack-shaft, a pair of reversing idlers one for each driving train, each of said idlers having a metallic friction face adapted to engage one of the non-metallic power-shaft wheels, and also having a non-metallic-face adapted to engage the metallic-face of a jack-shaft wheel, and means for throwing said reversing idlers into and out of operative position.

2l. In a motor vehicle, a pair of independent traction wheels, a jack-shaft, a pair of stepped friction wheels carried thereby, one of said stepped friction wheels being independently journaled on the jack-shaft, a driving connection between each traction wheel and one of the stepped friction wheels of the jack-shaft, a power shaft, two pairs of friction wheels rotatably secured to said power shaft and one wheel of each of said last-mentioned pairs axially shiftable into and out of cooperative alinement with its step of the corresponding jack-shaft friction wheel and out of and into the interior of its companion power-shaft-wheel, the relative sizes of the cooperative friction wheels being such that, when the shiftable wheel is in cooperative alinement and driving engagement with the step of its coperating jaclr-shaft-wheel, the other power-shaftwheel cannot drivingly engage its step of the corresponding jack-shaft-wheel, means for simultaneously and correspondingly shifting the shiftable wheels of the power shaft, means for transversely shifting the jack-shaft, a pair of reversing idlers one for each driving train, each of said idlers having a metallic friction face adapted to engage one of the non-metallic power-shaft-wheels, and also having a non-metallic-face adapted to engage the metallic-face of a jack-shaft wheel, and means for throwing said reversing idlers into and out of operative position.

22. A driving train comprising two shafts, a pair of driving elements on the first of said shafts one larger than the other, a pair of corresponding driving elements on the second shaft one smaller than the other and nested in said other, and means for shifting said smaller element out of and into nestment with the larger element and correspondingly into and out of cooperative alinement with its corresponding element of the first shafts, the proportion between the several elements being such that, when said shiftable element is in cooperative alinement and driving engagement with its cooperative element, the other pair of elements cannot be brought into driving engagement though in cooperative alinement, a pair of reversing idlers one for each driving train, each of said idlers having a metallic friction face adapted to engage one of the non-metallic power-shaft wheels, and also having a non-metallic-face adapted to engage the metallic-face of a jack-shaft wheel, and means for throwing said reversing idlers into and out of operative position.

23. A driving train comprising two substantially parallel shafts one transversely movable relative to the other, a pair of driving elements on the first shaft one larger than the other, a pair of corresponding driving elements on the second shaft one smaller than the other and nested in said other, and means for shifting said smaller element out of and into nestment with the larger element and correspondingly into and out of cooperative alinement with its corresponding element of the first shaft, the proportion between the several elements being such that, when said shiftable element is in cooperative alinement and driving engagement with its cooperative element, the other pair of elements cannot be brought into driving engagement though in cooperative alinement, a pair of reversing idlers one for each driving train, each of said idlers having a metallic friction face adapted to engage one of the non-metallic power-shaft wheels, and also having a non-metallic-face adapted to engage the metallic-face of a jack-shaft wheel, and means for throwing said reversing idlers into and out of operative position.

A driving train comprising a pair of shafts, two friction wheels of different size on the rst of said shafts, two coperative friction wheels on the second of said shafts one smaller than the other and nestable therein, means for shifting said smaller wheel out of and into nestment into and out of cooperative alinement with the corresponding wheel of the first shaft, the proportions between the wheels being such that, when said shiftable wheel is in coperative alinement and driving' engagement with its cooperating wheel, there can be no driving engagement between the other pair of wheels though in coperative alinement, a pair of reversing idlers one for each driving train, each of said idlers having a metallic friction face adapted to engage one of the non-metal lie power-shaft wheels, and also having a no1'1-metallicface adapted to engage the metallic-face of a jack-shaft wheel, and means for throwing said reversing idlers into and out of operative position.

A driving train comprising a pair of substantially pa `allel shafts, one transversely movable toward the other, two friction Wheels of different size on the first of said shafts, two cooperative friction wheels on the second of said shafts one smaller than the other and nestable therein, means for shifting said smaller wheel out of and into nestment into and out of coperative alinement with the correspoilding wheel of the first shaft, the proportions between the wheels being such that, when said shiftable wheel is in cooperative alinement and driving engagement with its cooperating wheel, there can be no driving engagement between the other pair of wheels though in coperative alinement, a pair of reversing idlers one for each driving train, each of said idlers having a metallic friction face adapted to engage one of the non-metallic power-shaft wheels, and also having a non-metallic-face adapted to engage the metallic-face of a jack-shaft wheel, aud means for throwing said reversing idlers into and out of operative position.

QG. A driving train cou'iprising a pair of shafts, a driving element carried by one of said shafts, a pair of driving elements carried by the other of said shafts, one being xedly in cooperating alinement with the driving element of the first shaft and the other being axially shiftable into and out of operative alinemeut with said element of the first shaft.

In witness whereof, I have hereunto set my hand and seal at Indianapolis, Indiana, this fourteenth day of October, A. I). one thousand nine hundred and seven. 

